Car-coupling



(No Model.) 4 sheets sheet 1.v

C. J. GUSTAPSON.

GAR GOUPLING.

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v me Noms mens co. PHorv-uruoQwAsummu, b.

(No-Model.) l 4 sheets-sheet 2'. C. J. GUSTAFSON.

f GAR GOUPLING.

No. 486,930. l Patented NOV.v 29, 1892.

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(No Model.) '4 sheets-sheen 3;

- C. J. GUSTAFSON; y

GAR GOUPLING.

No. 486,930. Patented Nov. 29, 1892.

Compessa'on,

vUNITED STATES PATENT OFFICE.

CHARLES J. GUSTAFSON, OF MOBILE, ALABAMA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 486,930, dated November29, 1892.

Application led February 23, 1892. Serial No. 422,528. ((No model.)

To all whom, t may concern:

Be it known that I, CHARLES J. GUsTAEsoN, a citizen of the UnitedStates, residing at Mobile, in the county of Mobile and State ofAlabama, have invented a new and useful Autotomatic Car Coupler andBuffer, of which the following is a specification, reference being hadto the accompanying drawings, in which- Figure 1 is a half plan or topview of a coupler complete, showing its attachment to the members of acar in dotted lines. Fig. 2 is a horizontal half-section showing thegeneral arrangement of parts in their normal position, as in Fig. 1.Fig. 3 is ahalf elevation or front view showing the arrangement of theuncoupling-lever and its action in the different positions indicated indotted lines with section through buffer on line A. Fig. 4 isa halffront elevation of coupler with its section through B. Fig. 5 is atransverse vertical half-section through draft-rigging on line C. Fig. 6is a half-section,as above, through D. Fig. 7 is a longitudinal verticalsection through buffer, showing hook set to uncouple and draft-riggingin normal position. Fig. 8 is a longitudinal vertical section of buffer,showing position of hook with link held in position to enter oppositecoupler. Fig. 9 is a longitudinal vert-ical section through coupler,showing hook set to couple and draftrigging in normal position. Fig. l0is a front elevation or face view showing the hook in position in thebuffer and the uncoupling-lever set in position to couple. Fig. 1l is ahorizontal section through two couplers, showing the range of horizontaldeflection. Fig. 12 is an external side view of coupler in tension withpart of the uncoupling-lever removed. Fig. 13 is a longitudinal verticalsection of coupler, showing the relative position of its several partsin tension. Fig. 14 is an external side view of coupler in compressionwith the uncoupling-lever locked in position on its bracket. Fig. 15 isa longitudinal vertical section of coupler, showing the relativeposition of its several parts in compression. Fig. 16 is a longitudinalvertical section through buffer-head, showing the position of hook whenusing a hook and link of exact length, draft-springs in compression, asin Fig. 15. Fig. 17 is a similar section showing the position of thehook in the bufferhead when using a hook and link of exact length,draft-springs in normal position, as in Fig. 9. Fig. 18 is a similarsection showinghook when using a short hook andlink, draft-springs incompression, as in Fig. 15. Fig. 19 is a similar section showing hookwhen using a short hook and link, draft-springs in normal position, asshown in Fig. 9. Fig. 2O is a face View of butter-head in detail.r Fig.21 is a longitudinal vertical section of the buffer-head in detail. f gSimilar letters refer to identical parts throughout the different views.Capitals refer to elementary parts and small letters and figures referto details or features of same.

This coupler embodies the principle of an independent buffing member anda-separate and distinct tension member, both t0- gether forming acombination buffer and draw-bar, arranged in combination with anuncoupling device, as shown on the drawings, and operated as hereinafterdescribed. The buffing member consists of the buffer A, sliding in itsguide or stop C and acting on the springs D. The tension member con.-sist-s, essentially, of the draw-hook B, mount*- ed inside of the bufferA and acting on the springs D, a common link L being used in coupling toopposite coupler. The uncoup'- ling device consists, essentially, of thelever F, attached to the yoke G and mounted in the fulcrum-plate H andbracket I. Y

The essential features of the buffer A consi ..n;

sist of its inwardly-receding curved surface',

or mouth` a, joining the vertical yrecess or"I hook-pocket b and thehorizontal recess' Ort' link-pocket c, and the downWardly-eXtendinggvlocking-rib or surface j, Figs. 2O and 2l; This face or mouth is soformed that a link striking an opposite draw-bar at any point within itsrange will be guidedv in all directions, vertically and horizontally,toward the center of its mouth and under its hook, Figs. 8 and 9.

The buffer-head is provided with the un.- coupling-yoke recess or pocketd, also the ref cess e on the outside for the recept-ion of theuncouplinglever fulcrum H. The buffer is also provided with the lugs orbrackets f on the side forming, with the top shoulder g, a acontinuousdead-stop all around the neck, joining the shank or stein h,whichcontinues ICOl back, joining the lugs i, thus forming the frontfollower-plate in one piece with the buffer. Inside the shank h, at theend t', is a circular opening parallel to the axis ofthe buffer andforming a gui-de or support-for the forward end of the coupling-springcase J, which latter supports the draft-springs D. The inside face ofthe back follower-plate C may have a circular opening forming a supportfor the back end of the coupling-spring case J, which latter also actsas a sort of'thimble or support for the draft-springs D.

The essential features of the hook B consist in the lifting-incline l,the tension-surface 2, the compression surface 3, the tensionlocking-surface f1, the tension safety-stop 5, the compressionlocking-surface 6, and the compression safety-stop 7. Theabove-mentioned features may be said to form the head of thecoupling-hook which joins the stem or shank 8', which extends back,forming the tail-pin in one piece. A shoulder 9 is provided near thetail-pin end of this hook,against which the coupling-spring K acts,reacting against the back end of its case J, which is carried either onthe tail-pin end of the couplinghook or in the circular opening 7l ofthe back follower-plate E, which is in turn supported in thefollower-guide C. It will be noticed that the tail-pin end of the hookis provided with a very shallow thread of rectangular section withrounded corners and of very coarse pitch, on which thread aloosely-ttingnut is screwed and secured in position with a spring cotter-pin passingthrough the open slots in the back end of the nut and into thecorresponding hole in the tail-pin, thus providing means for adjustmentof the length of the hook in reference to the buffer. A globe and socketseat is shown for the nut and followerplate, thus providing a goodbearingfor vthe hook in any position within the range of its l A commonAkey bearing on a collar to correspond to the socket or globe seat of,the follower, can obviously be substituted for l motion.

pin t.

The yoke G is simply a loop embracing the hook B, Fig. 3, and isprovided with a suitable jaw or brackets m at its upper end forattachment to the lever F. The inner surface or shoulder n is also animportant feature, as hereinafter described.

The fulcrum-plate H is in the nature of a spring, provided with thesloto to receive the lever F, which is free to move vertically inabove-mentioned slot, the lower end or bottoin of which forms thefulcrum proper.v The fulcrum-plate is further provided with the lockingsurface or shoulder p for the purpose hereinafter described, and issecured to the buifer-head,`as shown.

The lever-bracket I consists, essentially, of

the lock-rest q, the coupling-rest fr, and the uncoupling-rest s. It issecured to the body of the car, and the principle by which it acts askeeper7 of the lever F in any of the positions shown in Fig. 3 is a sortof pig in the pen principle, retaining the lever by restricting itsmotion, as Will appear more clearlyin what follows, and by reference toFigs. 13 to 15.

From the foregoing description of details it appears that the hook B isfree t-o be raised or lowered inside of the bufferA by means of theuncoupling device when the draft-springs D are in their normal position,Figs. 7 and 9, or when in a state of compression, Fig. 15, or it may beraised by the' entering link, Figs. 8 and 9, its motion not beingcramped'by the draft-springs or the case J in either position.

The longitudinal motion of the buffer is limited to that due tocompression or bufng only, its range being from normal, Fig. 9, toextreme compression, Fig. 15. The longitudinal motion of the hook inreference to the bu ifer is practically limited to'that due to tensiononly, as its motion conforms nearly to that of the buffer incompression, and its range is from normal, Fig. 9, or compression, Fig.15, to eXtreme tension,`Fig. 13.

To automatically couple, the lever F is placed in the .coupling-rest r,Figs. 3 and 10. The entire weight of the hook is then resting on theinside end of the contained link, holding it 4down on the surface c ofthe link-pocket, Fig. 8, thus holding the outer end of said linkslightly above the horizontal, directing it into the opposite buffer andunder its hook B, Fig. 9.

By pressure or impact of the entering link against the inclined surface1 of the opposite hook the latter is raised to the positionv shown indotted lines, Fig. 9, from which position it falls into the enteringlink when the latter has passed beyond the tension-surface 2 or strikesthe compression-surface 3 of the hook, Fig. 15.

The coupling-spring K is always in a state i of compression, and acts incoupling by means of its shoulder 9 in combination with thecompression-surface 3, thus keeping the hook with itscontained link wellforward in the mouth of the buffer, Fig. 8, and resists the thrust ofthe entering link, Fig. 9. As the hook rises in obedience to thepressure of the entering link it will come in contact with the surfaceor shoulder n of the yoke Gr, Fig. 9, and will raise it, together withthe coupling-lever F, as shown in dotted lines, Fig. 10, and thelocking-prong Z of the lever will be entirely free and clear ofthelocking-shoulderpof the fulcrum-plate, the vertical motion of thelever in the fulorum-slot o being guided laterally by the heel orsurfacet of the lever. It is obvious that with a proper adjustment ofhook or` length of link a certain amount of slack may be left betweenbuffers, Figs. 13 and 15,or the arrangement may be such as to just takeup all slack, thus obtaining a practically-taut coupling, Figs. 16 and1.7; or the coupling may be made with a hook and link comparativelytoo-short, thus forcing the two faces of the buffers together-with apressure produced by compression of the draftsprings, Figs. 18 and 19.This latter arrangement may be accidental and even desirable under somecircumstances, as the hook is then kept more completely under thelocking-ri-bj in compression, Fig. 18, and is more completely broughtunder the same surface in tension, Fig. 19, thus keeping the hook underthis positive lock j in all positions whenv the link is liable to rise.This arrangement will alsohold the cars more steady and reduce swayingand rough riding. With the buffers t-hus closely coupled a certainamount of slack will form in the draft-rigging, which may not beundesirable even in passengertrains.

Coupling with a link really too short- 1'. e., too short to admit of thepossibility to again uncouple-is impossible for obvious reasons, as theverticalv part of the locking-surface 4 of the hook will in such a casecome in contact with the vertical part of the locking surface or rib jof the buffer, where the hook will be held by friction through pressureof the coupling-spring K. Even if the link should come withsuificientimpact to strike the compression-surface 3 of' the hook, thefriction on the latter due to this extreme compression of the spring Kwill be such as to prevent the hook from falling into the link and thusprevent coupling. Coupling with other drawbars of any type in common useis accomplished in the ordinary way, except that the link in this caserequires no guiding. Coupling on curves presents no difficulties, andhorizontal flexibility is equal to any reason.- able requirement forsame,- as shown in Fig. 11. The hooks are well supported above and belowthe link in the sides of the recess b in resisting side pull. Couplingwith common pin in case of breakage or removal of hook is provided forin the openings Z of the buerhead, the draft-springs being thensupported on the draft-timber tie y, in addition to the case J.

`To lock the hook over its contained link after coupling, the lever F isbrought from its coupling-restfr upward and into the lock-rest q, Figs.1, 13, 14, and 15. The yoke Gisthen in position shown in Figs. 16 to 19with its surface n 'covering the compression lockingsurface 6 of thehook in alll positions except in extreme tension, Fig. 13. The prong lof the lever F in the locked position is Jforced over against thefulcrum-plate H, springing it out of its normal position laterally atits upper end, with the prong Z completely covered by thelocking-surface p, beyo'ndvwhich no vertical motion of the prong Z orlever F, in obedience to any rising tendency ofthe hook, is possiblewithout further springing the fulcrum-plate with its lock-shoulder pclear of the prong Z, which is possible only as the result ofextraordinary pressure-of hookas, for instance, in consequence cfa linkraising the hook in the act of coupling, with the lever left in thelocked position through ig-y norance or design, but no t throughaccident, as the lever would always be left in theuncoupled positionafter uncoupling and' placed in the 4rest fr for again coupling. TheVaction of the fulcrum-spring H is: also to hold the lever down in itslocking-rest q. Thestop M, Fig. 3, is also provided, offering additionalsecurity in retaining the lever in its locked position. The stop t ofthe-lever F performs asimilar function in counteractingthespring of theVfulcrum-platel H.

To uncouple or to set theA hook not to couple'thelever F is brought fromi'tslocked position and placed under the rest s, corre'- sponding tothelpositions to u-ncouple ornot tov couple, as shown. in dotted lines,Fig 3. The lever F being attached to the yoke Gand mounted on thefulcrum H, asheretofore-fully described, the hook will thus be lifted`to-the position shown in Fig. 7, with the lever in its extreme oruncoupled position. Uncoupling is possible by operati-ng the lever-F',as above described, with the coupler ranging from nor'- mal position,Fig. 9, to extreme compression, Fig. 15.

When the coupler is in astate of compression, the compression-surface 3of the hook is pressed upon by the containedlink, keeping the hook backinside of the buffer and the locking-surface 4 of the hook clear of thelocking-rib j of the buffer, as shown in Figs. 15 and-16, Hence, asbefore. stated, uncoupling is possible in extreme compression, even whenusing a hook and linkv too short, as shown in Fi-g. 1-8, where thelocking-rib j overlaps the tension locking-surface 4, and which hereactsin conjunction with the surface Vn of the yoke in preventing therising of the hook, yet enough power can be exerted through the lever Fto pass the hook overthe slightly-rounded surfaces j and 4, raising thehook, and pressing it back against its coupling-spring K.

The arrangement of the hook and link in relation to buffer can be suchas to offer no such resistance to uncoupling,` however, and

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still retain a taut coupling, Figs. 16-and 1.7,

or short link.

When the coupler is in a sta-te of tension, the locking-surface 4 of thehook is pulled under the locking-rib j of the buffer, Fig. 13, anduncoupling by any means is impossibl'ef As before intimated, thearra-ngement of the bracket I is such that, although the position of thelever F is not positively secured, except in the rest q or lockedposition, the

sides of the rests are so formed that the lever must be sprung-to oneside or the other-of its normal position, and the openings through whicht-helever must pass to becomedisplaced are so-tortuous and contracted asto require guidance byv hand, and all surfaces are so formed near theopenings as to cause the lever, on striking at any point, to reboundtoward its normal seat or rest in the centerfor instance, to pass thelever upward from the rest s, Fig. 13,the lever must pass through thecurved opening u and around the point u. The weight of the hook, withthe lever in position s, or not to couple, will be resting on the hook,Fig. 7. Hence the weight of the lever will be overbalanced and itstendency will be upward. When the lever is in the coupling-rest r,however, the hook will be resting on the buffer or on its containedlink, Figs. 9 and 8, and the tendency of the lever will then be downwardand into its rest r. Hence to pass the lever from its coupling-rest rdownward the point w must be passed in the same manner that thepoint owas passed. In the same manner the lever is brought to or from itslocked position or rest q around the point and against the additionalresistance of the springplate H, as before fully explained.

In service 'the proper position for the lever is in its locked position,except in coupling,r or uncoupling, as provided for above.

In construction the hook B is inserted through the mouth of the buffer,but in service will not pull out of the same, as the depth of itslink-space 8 is such as to keep the hook slightly raised oft the bottomof the buffer when resting on its contained link,thus bringing thevertical face of the tension-stop 5 to overlap onto the vertical face ofthe rib j of the butter, thus relieving the draft-springs D of anyfurther compression; also relieving the strains on the hook to a greatextent by offering an additional point, of resistance or supportj andpositively preventing the possibility of the hook being pulled out ofthe buffer in case of breakage of the hook or any of its attachments.

As before indicated, the buffer A is in one piece with the frontfollower or buer-lugs fi, and its position is therefore iixed as regardsall possibility of pulling out. It will also be seen that it isabsolutely impossible for the hook to rise off the link in tension, asheretofore fully explained, also shown in Fig. 13.

The compression safety-stop 7 of the hook Aisintended to relieve thecoupling-spring K of undue compression in unforeseen emergencies; butthe bottom of the link-recess c is so arranged as to furnish a stop fortoo long a link, as in an ordinary draw-bar, Figs. 1l and 12.

In compression the hook B is independent of all bufiing, being subjectto the compression of the coupling-spring K only, as shown in Fig. 15.

In tension the buffer A is independent of all tension, except inemergencies, as heretofore fully explained. The vertical surface 7 ofthe hook also answers the purpose of a safety-stop for the butter-headin case of a breakage of the latter at its neck or at any point back ofthe vertical surface j, which will then come in contact with the stop 7of the hook, and the buffer will thus be prevented from falling on thetrack.

Having thus described my invention, what I claim, and desire to secureby Letters Patent of the United States, is-

1. In a car-coupler, the buffer A, forming one piece with the frontfollower or lugs Q', which latter are used in combination with thedraftror buffer springs 'D and are supported in the follower-guide C..

2. In a car-coupler, the buffer A, having the side lugs f, forming acontinuation of the top lug or bracket g.

3. In a car-coupler, the bufting member A,

having the vertical recess b b, intersecting the horizontal recess c andextending above and below the top and bottom surfaces c, respectively,forming the walls b, in combination with the locking-rib j. 4. In acar-coupler, the bufling member' A, having the downwardly-extending ribj and shoulderj, in combination with the cushioned tension member B withits corresponding shoulders 4, 5, and 7, respectively.

5. In a car-coupler, the shoulderj of the bufflng member, in combinationwith the shoulder 7 of the tension member.

6. In a car-coupler, the longitudinally-independent tension member B, incombination with the longitudinal cushion or couplingspring K.

7. In a car-coupler, the longitudinally inde- Y pendent and cushionedtension member B, in combination with the independent bufiing member A.f

8. In a car coupler, the longitudinallycushioned tension member B withits compression locking-surface 6, in combination with the surface orshoulder of a locking coupling or uncoupling device.

9. In a car-coupler, the longitudinally-independentlongitudinally-cushioned tension member B, mounted as shown anddescribed, in combination with the buffer A, mounted substantially asshown on accompanying drawings and described in this specification.

10. In a car-coupler, the combination of the independent buffer A andcushioned tension member B, in combination with the locking coupling oruncoupling device consisting of the yoke G, the lever F, the fulcrumI-I, the bracket I, and the stop M.

11. In a car-coupler locking, coupling, or uncoupling device, the leverF, having its fulcrum-seat lo, heel t, andsafety-pin t', and prong l, incombination with the spring-fulcrum I-I, having its slot o and shoulderp.

12. In a car-coupler locking, coupling, or uncoupling device, the leverF with its shoulder l, in combination with the yoke G with itslocking-shoulder n.

13. In a car-coupler locking, coupling, or uncoupling device, thebracket I with its rest-s q r s for the purpose explained, incombination with the lever F and fulcrum-spring H.

14. In a car-coupler locking, coupling, or

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17. In a car-coupler, the longitudinally-independent andlongitudinally-cushioned tension member B and the compression surface orshoulder 3, in combination with the longitudinal cushion 0r couplingspring K, all arranged as shown on accompanying drawings and operatingas described in this specification.

CHAS. J. GUSTAFSON.

yWitnesses:

J. D. GEVEGANUS, GEO. W. DALY.

